Roadway switching arrangement for transportation system having center guiderail below track level

ABSTRACT

A switching arrangement for a transportation system employing flexible-tired self-propelled vehicles riding on roadways having laterally spaced tracks and a guide beam (guide rail) therebetween which is engaged by guide wheels carried by supports depending from the undercarriage of the vehicle.

0 United States Patent [151 3,672,308 Segar [4 1 June 27, 1972 541ROADWAY SWITCHING 3,095,827 7/1963 Chadenson ..104/247 ARRANGEMENT FOR3,098,454 7/1963 Maestrelli ..104/247 TRANSPORTATONSYSTEM HAVING 3'13???13/1323 ififii'lg'e'; "132/135 CENTER GUIDERAIL BELOW TRACK 3,223,04812/ 1965 Gorjanc 104/ 130 LEVEL 3,308,766 3/1967 Urbinati 104/1 30 [72]Inventor: William R. Segar, Monroeville, Pa. 12, 4/1967 Mueller 104/246v 3,593,668 7/1971 Adams ..104/130 [73] Asslgneez Westinghouse ElectricCorporation, Pm-

r Primary Examiner-Drayton E. Hoffman I 22] Filed: Nov. 6, 1970Attorney-F. H. Henson, R. G. Brodahl and C. 'J. Paznokas [211 App]. No.:87,428

. [57] ABSTRACT [52] US. Cl ..104/246, 104/ 130, 104/247 A i hi angementfor a transportation system employ- 1 1 "E01b7/l2, l3/04F01b23/o6 ingflexible-tired self-propelled vehicles riding on roadways [58] Field ofSearch ..104/ 130, 246, 247; 105/144; having laterally spaced tracks anda guide beam (guide rail) 246M151 435 therebetween which is engaged byguide wheels carried by supports depending from the undercarriage of thevehicle. [56] References Clted UNITED STATES PATENTS 9 Claims, 11Drawing Figures 2,718,194 9/1955 Ruhlmann ..104/247 PATETEDJUM r972SHEET 1 OF 5 Ill FIG.5.

INVENTOR WITNESSES R. Segor BY T) W TTORNEY PMENTEUJUNN 1912 SHEET 3 0F5 w 0E vom H531.

BACKGROUND OF THE INVENTION In the Transit Expressway Report of the MPCCorporation,

4400 th Avenue, Pittsburgh, Pa. 15213, dated Feb. 20, 1967, and in theUS. Pat. No. 3,312,180 to E. O. Mueller, there is described atransportation system employing self-propelled cars with rubber tiresriding on aroadway having a pair of laterally spaced tracks and anI-shaped guide beam between and below thetracks. For steering, the caris equipped with pairs of laterally spaced resilient-tired guide wheels,each wheel of a pair being carried by an individual support depend ingfrom the under carriage of the car for rotation in a horizontal planebelow the track surface. The guide wheels of each pair engage oppositesides of the guide beam, whereby the car is constrained to follow" theguide beam, that is its line of travel is dictated by the guide beams.The guide wheels have a normal operating diameter (running radius) and alimiting predetermined minimum diameter, whereby under abnormalconditions the wheels cannot reduce to less than the predeterminedminimum diameter. The arrangement is such that the laterally flanged topof the guide beam overhangs not only the normal operating diameter of aguide wheel but also the minimum diameter to prevent upset of the carunder abnormal conditions such as excessive car sway, or excessiveflexingor collapse of the resilient-tired guide wheels. As described inthe Transit Expressway Report, electric power is supplied to the carthrough current collectors from power rails supported by one of thetracks.

Transportation systems employinga plurality of roadways and vehiclesthat are steered by engagement with guidance elements of the roadwayrequire switching arrangements to permit selective transfer of a vehiclebetween one roadway and either one of second and third roadways. In theconventional rail system the guidance element is also the riding trackwhose side is engaged by the flange of a railway car wheel for guidance.The switching art for conventional rail systems is an old and highlydeveloped art. The prior art relating to switching arrangements forroadways employing flexible-tired vehicles is meager and generallyrepresented by US. Pat. Nos. 2,718,194, 3,095,827, 3,098,454, 3,152,559and 3,308,766, and the aforementioned Transit Expressway Report, pages153 to 2170. The switching system of the prior art has any one or moreof the following characteristics: expensive; complex; cumbersome;massive; and inappropriateness to thetype of equipment and use to whichthe present invention is directed.

SUMMARY OF THE INVENTION The invention is directed to a switchingarrangement for a transportation system of the type discussed, in whicharrangement: the guide wheels function through the switch withoutdiscontinuity, the same as along the roadway; the ride quality is notimpaired while passing through the switch at rated speeds, and power iscontinuously maintained on the car while passing through the switch.

In accordance with one embodiment of the invention, the switchingarrangement includes: a movable guide beam arrangement operable in firstand second mutually exclusive positions, for selectively connecting theguide beam of a first roadway to the guide beam of either a second or athird roadway; and a frog providing running surfaces for car ridingwheels along the lines of travel of the wheels in car movement betweenthe first roadway and the second roadway and between the first roadwayand the third roadway as dictated by the guide beams for the respectivecourses, the running surfaces being coplanar with the tracks. Includedin the running surfaces are surfaces supported by the guide beams of thesecond and third roadways, while others of the running surfaces arelocated on opposite sides of each of the guide beam supported surfacesand laterally spaced therefrom to provide slots for the supports of theguide wheels to thread through. The arrangement is such that the slideslots are wide enough to provide clearance for the guide wheels supportsfor both operating diameter and predetermined minimum diameters of theguide wheels, but narrow enough to provide substantial interface betweenthe car riding wheels and the running surfaces at any point of travelover the slots for riding comfort and minimum noise.

DRAWINGS FIG. 1 is a section through a roadway and car, which with theexception of the current collection systems therein, illustrates thetype of transportation system described in the aforementioned MPCpublication and US. Pat. No. 3,312,180, for

which the present invention is especially applicable:

FIG. 2 illustrates the current collection systems described in the MPCpublication;

FIGS. 3 and 4 are plan views of a switch embodying the invention, andshowing the two operative positions of the mova- -ble guide beamarrangement;

PREFERRED EMBODIMENT OF INVENTION In FIG. 1, there is shown a roadway Rincluding a pair of laterally spaced concrete topped tracks 18 and 20supported from a roadbed 22, and a flanged guide rail (guide beam) 24between the tracks and supported'along its length from the roadbed 22 bya continuous or discontinuous support element or elements 25. Shownrunning on the tracks is a selfpropelled vehicle 26, for example forcarrying passengers. The vehicle is provided with at least two pairs ofresilient-tired laterally spaced riding wheels, anyor all of which mayalso be driving wheels. The wheel pairs are spaced longitudinally of thevehicle, one pair being shown in FIG. 1 as including wheels 28 and 30connected by an axle in an axle housing 32 fixed to a frame 34. Thevehicle 26 is further provided with a body 36 on a frame 37 resilientlysupported by frame 34. For comfort and safety each wheel has twosections and dual resilient tires, for example pneumatic rubber orrubber like tires. The dual tires for wheel 28 and indicated at 38 and39, while those of wheel 30 are indicated at 40 and 42. To accommodatethe broad composite tread of each of the wheels 28 and 30, rails l8 and20 are provided with wide running surfaces 44 and 46 respectively.

The vehicle 26 is steered by the engagement of sets of opposing guidewheels with opposite sides 52 and 54 of the guide rail 24. One such setis shown in FIG. 1 and includes pneumatic resilient-tired wheels 56 and58 carried for rotation around vertical axes by supports 60 and 62mounted to the frame 34. Supports 60 and 62 are shown as vertical axleswhose upper ends are affixed to the frame 34. The upper ends of axles 60and 62 may be eccentric shaped and clamped in split bushings 64 and 66attached to the frame 34. The pneumatic tires on the guide wheels 56 and58 are pressed against the guide rail web to produce preloading forcesby clamping the eccentric shaft endings in a position to produce thedesired preloading, thus providing to each of the guide wheels a normaloperating diameter under normal load, which because of tire resiliency,is a little less than the wheel would have if it were not in engagementwith the web on the guide rail. Normal operating diameter" correspondsto the rolling radius" which is the radial dimension from the centerlineof the guide wheel shaft to the interface of the guide wheel tire andthe guide rail under preloaded condition.

Excessive tire deflections due to abnormal lateral forces, or due tounder-inflation, are limited by steel safety discs 68 and 70 attached tothe guide wheels 56 and 58 respectively. The diameter of each safetydisc is slightly less than the diameter of its associated guide wheeltire, and also less than the normal operating diameter of the wheel. Ina particular operating example the diameter of the safety disc is about1 inch less than the normal operating diameter of the associated guidewheel. Thus if a guide wheel tire becomes deflated its correspondingsafety disc will engage the web of the guide beam 24 to take over thesteering of the vehicle.

The web of the guide rail transmits lateral wind forces, as well as thecentrifugal and steering forces, to the roadway structure. The guiderail flange prevents the vehicle from derailing or upsetting, since theflange will be engaged by the safety discs 68 or 70 as the case may bein case the vehicle attempts to upset or become derailed. Thus, thesafety discs perform dual functions in the operation of the vehicle.

The vehicle 26 may be driven by any suitable motor such'as internalcombustion engine, electric motors or other. By way of example thevehicle is shown as powered by an electric motor 72 coupled to the axleconnecting the drive wheels 28 and 30. Electric power is supplied to thevehicle by an arrangement including conductors (current rails) 74insulatively supported by brackets 76 attached at longitudinal intervalsto the guide rails 24, and contacted by wiping brushes 78 carried by abracket 80 fixed to the frame 34 behind the axle 62. Conductors 82 and84 connected to the motor 76 and the control circuits of the vehicle,pass through or along the bracket 80 for connection to the brushes 78.

In an operating example, the diameter of axles 60 and 62 was about 2inches, guide wheel tire diameter inflated and unloaded about 16.5inches, normal operating diameter of guide wheels (tires engaging guidebeam and preloaded) about 16 inches (rolling radius 8 inches), safetydiscs about inches in diameter, and riding wheel dual pneumatic tireseach 7.50 X 20.

Ground rail and collector brush are shown at 86 and 88 respectively, thebrush being carried by a bracket 90 (behind axle 60) secured to theframe 34, while the rail 86 is supported by brackets 76 attached to theguide rail 24. The current collection system disclosed in theaforementioned MPC publication is illustrated in FIG. 2 wherein thepower conductors 92 are supported by brackets 94 attached to the track18. In this figure, the collector brushes 96 are supported by a bracket98 attached to the under carriage of the vehicle.

In FIG. 3, there are shown three roadways, R1, R2 and R3. Each of whichin cross section is like the roadway R in FIG. 1, and includes laterallyspaced parallel tracks with a parallel guide rail therebetween. Road R1includes tracks 100 and 102, a flanged guide rail 104 intermediate ofand parallel through the tracks, and current and ground rails 106 and108 supported at intervals from the guide rail by brackets 110. RoadwayR2 includes rails 112 and 114, guide rail 116, and current and groundrails 118 and 120, respectively. Roadway R3 includes tracks 122 and 124,guide rail 126, and current and ground rails 128 and 130.

It will be noted that roadways R1 and R2 are straight roadways and inline with each other, that is their longitudinal axes are in line witheach other. On the other hand, roadway R3 is a curved roadway whoselongitudinal axis or axis projection merges with the longitudinal axisline of roads R1 and R2 at the line or point P. Although only smallsections of roadways R2 and R3 are shown, it should be noted that atleast initially roadways R2 and R3 diverge from each other lookingtoward the right in FIG. 3. The term longitudinal axis as used hereincovers both the straight line projection of roadways R1 and R2 and thecurved line projection of roadway R3.

In FIG. 3, there is shown a switching arrangement 132 for selectivelyand operatively connecting roadway R1 to either of roadways R2 and R3.Switch 132 includes a guide rail transfer section 134 and a frog section136. Transfer section 134 operates to selectively effect guide railcontinuity between the guide rail of roadway R1 and the guide rail ofeither roadway R2 or roadway R3 as desired. The frog section 136provided running surfaces for the vehicle riding wheels along the linesof travel of the wheels in vehicle movement between the roadway RI androadway R2, and between roadway R1 and roadway R3, ad dictated by theguide beam arrangement for the respective courses.

Frog section 136 is provided with a track section 138 (FIGS. 3, 4 and 5)having a part 140 with a normal width running surface in line withtracks 100 and 1 12, and a part 142 which longitudinally extends thenormal width running surface of part 140, but additionally is providedwith a lateral inward extension 144 which laterally broadens the runningsurface 145 for the length of the extending portion 144. Track section138 is made for example from a 1 inch thick steel plate supported bysuitable steel beams 146 and other structural elements such as webs 148,the beams 146 being secured to transverse roadbed members 150. Frogsection 136 also includes a track section 152 having a part 154 with anormal width running surface in line with track 124 and along theprojected curved longitudinal axis thereof. Track section 152 also has apart 155 having a running surface not only in line with track part 154,but also having a lateral inward extension 156 which provides abroadened running surface 157 along the length of the extension. In thesame manner as track section 138, track section 152 also is made from astructural plate and similarly supported by structural elements 158 and159 based on the road bed and attached to cross members 150.

The frog 136 includes a fixed section of flanged guide rail 160 inend-to-end relation with guide rail 116 so that effectively it becomesan extension thereof. Guide rail 160 is structurally supported by andsecured to elements 161 fixed to the road bed and terminates in a freeend 162.

As viewed in FIG. 1, the left end ofswitch 132 is the facing end of theswitch because the point of the switch is at that end. The opposite end(right end) of the switch is referred to as the trailing end" because ittrails the point of the switch. From these reference points thefollowing reference directions are established. The point direction isthe direction looking" from the trailing end toward the point or facingend, while the opposite direction is the trailing direction."

A bridging plate 164 secured to the flange top of guide rail 160 extendsfrom the free end 162 of guide rail 160 in the trailing direction toprovide a running surface 166. A set of current rails 168 in line withand connected to current rails 118, and a ground rail 170 in line withground rail 120 are supported by brackets 172 attached to the guide rail160.

Frog 136 includes a fixed section of guide rail 174 in end-toendrelation with guide rail 126, effectively continuing the guide rail 126along the curved projection of its longitudinal axis. Guide rail section174 is structurally supported on the road bed and terminates in a freeend 176. A bridging plate 178 secured to the flange top of the guiderail 170 extends from the free end of the guide rail 176 in the trailingdirection to provide a running surface 180. A set of current rails 182in line with and connected to current rails 128, and a ground rail 184in line with ground rail 130 are attached by brackets to guide rail 174to follow along the course thereof.

The frog 136 includes a track section 186 made for example from 1 inchsteel plate and supported at a height from the road bed by structuralelements 188 and 190 secured to the road bed, for example by attachmentto road bed members 150. The trailing end of track section 186 abuts theconverging ends of tracks 114 and 122 whereby the upper surface 200 ofthe track section 186 provides a continuation of a merger place fortracks 114 and 122.

The upper surfaces of tracks 112, 114, 122, 124, track sections 138,152, 186 and bridging members 164 and 178, are all coplanar to providerunning surfaces for the vehicle riding wheels. The running surfaces oftrack sections 138, 152, 186 and bridging members 164 and 178 may becoated with a bonded friction coating, for example polyester and grit toprevent loss of adhesion on the tires of the riding wheels.

Generally only the sectioned cuts of the frog components are shown inFIG. 5 to avoid complicating the drawing. For example, the curve ofguide rail 174 to the right is not shown. However, the converging endsof beams 188 and 190 are shown, although they are back of the sectionline VV of FIG. 3.

It will be noted that the bridging member 164 is spaced from the plate138 extension 144, and from the track section 186 to provide slots 94and 96, respectively, to allow supports 60 and 62 of the guide wheels ofa vehicle to thread therethrough when the vehicle is negotiating onecourse through the switch. Also bridging member 178 is spaced from thetrack section 186 and from the extension 158 of track section 152 toprovide the slots 198 and 200 respectively through which the supportelements 60 and 62 of the guide wheels of a vehicle will thread whilethe vehicle is negotiating the curved course of the switch.

The transfer section 134 of the switch 132 is provided with fixed tracksections 202 and 204 having running surfaces 206 and 208 respectivelycoplanar with and affording continuity of the running surfaces of tracks100 and 102, and track sections 138 and 152. Effectively, tracks 100 and112, and track sections 202 and 138 form a continuous track except forgaps provided to compensate for expansion due to temperature change. Inlike manner, tracks 102 and 124, and track sections 204 and 152 form acontinuous track except for gaps provided to compensate for expansiondue to heat.

Track section 202 at its point end is the normal track width, but itgradually widens to an enlarged portion 210 at the trailing end of thesection. In somewhat similar manner track section 204 is of normal trackwidth at its point end, but gradually widens toward an enlarged trailingend 212. Track sections 202 and 204 are for example made from I inchsteel plates secured to structural support elements 213 and 214 securedto and supported by the road bed.

The guide rail transfer section 134 is provided with a guide railtransfer mechanism 216 having two mutually exclusive positions. In oneposition the transfer mechanism provides a connection between the freeends of guide rail 104 and guide rail 160 toeffect guide railcontinuation between guide rails 104 and 160. In the. other position,the transfer mechanism provides a connection between the free ends ofguide rail 104 and 174 to effect guide rail continuity between guiderails 104 and 174.

Although other transfer mechanisms for effecting these connections maybe employed in connection with the disclosed frog section 136, thespecific one illustrated in FIG. 3 is a preferred form.

The preferred form of transfer mechanism at 216 includes guide rails 218and 220 rigidly connected in fixed laterally spaced relation bytransverse members shown symbolically by dashed lines 222 and 224 inFIGS. 3 and 4, and more specifically illustrated in FIGS. 6 to 10. Thejoined guide rail sections 218 and 220 are movable in concerttransversely from one to the other of the two mutually exclusivedifferent positions shown in FIGS. 3 and 4. The transverse movement ofthe guide rail sections 218 and 220 is on transverse ways and bymechanisms not shown in FIGS. 3 and 4 but illustrated in detail in FIGS.6 to 10. Also means for locking the transfer mechanism in either of thepositions is shown specifically in FIGS. 6 to 9.

It should be noted at this point that FIG. 4 is generally a duplicate ofFIG. 3 with a little less detail shown but with the transfer mechanism216 shown in a different alternative position,

Attached by suitable brackets 226 to the guide rail 218 are a set ofcurrent rails 228 and a ground rail 230. In like manner, attached to theguide rail 220 by suitable brackets 231 are a set of current rails 232(better seen in FIG. 4) and a ground rail 234. The current and groundrails attached to the respective guide rails 218 and 220 are parallel totheir associated guide rails and being attached to them move with themwhen the transfer mechanism 216 is moved laterally.

In the position of the transfer mechanism 216 shown in FIG. 3, guiderail 218 is aligned with guide rails 104 and 160 to close thelongitudinal gap therebetween, thereby effectively connecting guidebeams 104 and 160 to provide guide beam continuity therebetween. It willbe noted that in the position of FIG. 3 the power conductor sets 106,228, 168 and 118, are lined up and connected to the same power source.Ground rails 108, 230, 170, and 120 are also aligned. In the position ofFIG. 4 current rail sets 106, 232, 182 and 128 are lined up and areconnected to the same source of power. Also the ground rails 108, 234,184 and 130 are aligned.

In the position of FIG. 3, the course of travel of a vehicle through theswitches dictated by the aligned guide rails is defined by thecenterlines of travel 240 and 242 of the opposite side riding wheels 28and 30, respectively of the vehicle, whereby the vehicle will transferfrom one to the other of roadways R1 and R2.

The arrangement of slot 194 is such that its centerline is coincidentwith (intersects) the centerlines of guide wheel support 60 and groundbrush bracket 90 under static load conditions of the vehicle. In likemanner the arrangement of slot 196 is such that its centerline iscoincident with the centerlines of guide wheel support 62 and currentbrush bracket under the same conditions. Slots 194 and 196 are wideenough to allow the axles 60 and 62 and brackets and 80 to pass throughthe slots as the vehicle passes through the switch. Preferably the slotsshould not be much wider than is necessary to allow free passage of theaxles 60 and 62 under abnormal conditions when one or the other safetydisks 68 and 70 engages the guide beam, that is, when one or the otherguide wheels 56 and 58 is operating at the predetermined minimumdiameter (the diameter of disks 68 and 70). In the operating examplewherein the vehicle guide wheel elements have the hereinbefore mentioneddimensions and relations, the slots 194 and 196 were 4.5 inches wide.These slots will not affect the ride quality of the vehicle, even athigh speeds. The vehicle passes over the slots at an angle such that foreach set of dual tires passing over a slot, the minimum tread contact ofthe tire load area on the road surface for a ft. radius curve is 100percent for one tire and 64 percent of the other tire. This isequivalent to about 80 percent of a single tire having a broad treadequal to the composite tread of dual tires. This is based on 7.50 X 20pneumatic riding tires. Two laterally spaced sets of dual tires do notcross the slots at the same time. For abnormal transverse loadconditions or for a flat guide wheel tire, the safety disk involvedmaintains positive guide wheel axle clearance in the slot and thusinsures-that the guide wheel axles and the brackets for the currentcollectors will always thread the slots. The safety disks also functionsin the vertical plane to thread the guide wheels in the event of anoverturning force.

In the position of FIG. 4, the course of travel of a vehicle through theswitch as dictated by the aligned guide rails is defined by the centerlines of travel 244 and 246 of the op posite side riding wheels 28 and30, respectively, of the vehicle, whereby the vehicle will transfer fromone to the other of roadways R1 and R3 in either direction. In thiscourse of travel the guide wheel axles 60 and 62 and the current andbrush brackets will thread slots 198 and 200 which are dimensioned inthe same manner as slots 194 and 196.

While slots 194, 196, 198 and 200 are wide enough to provide clearancefor the guide wheel axles under normal and abnormal conditions such asengagement of the guide rail by the safety disks, they are made narrowenough to provide substantial interface between the vehicle ridingwheels and the running surfaces on opposite sides of the slots at anypoint of travel over the slots to provide riding comfort and minimizenoise.

It may be noted that while the structural plates from which tracksections 138, 152 and 186 are made are strong enough to support thevehicle, at least the portions adjacent the slots 194, 196, 198 and 200are thin enough to provide clearance for the vehicle guide wheelspassing thereunder. This is also rue of the bridging plates 164 and 178.

Referring now to FIG. 6, which shows the transfer section 134 in moredetail but with the current and ground rails omitted to simplify theillustration, guide rails 218 and 220 are connected together to fonn arigid structure 216 by means of members 222 and 224 at opposite ends ofthe guide rails, and an intermediate U-shaped member 250. Although thecurrent and ground rails are omitted in FIG. 6, they are shown in FIG.7. Member 250 is secured as by welding to the guide rails 218 and 220.Members 222 and 224 ride on ways 252 and 254 in the form of heavy pipesdisposed transversely across the load bed and secured at their oppositeends to the supporting structure of track sections 202 and 204, morespecifically elements 213 and 214. Thus they function as ways and alsoas diaphragms for the roadway structure.

Except for their different lengths, cross-tie members 222 and 224 aresimilar in structure and only one, member 222 will be described indetail. Member 222 generally comprises a rigid assembly having similarreaction roller end frames 256 and 258 (FIG. 7) and (FIG. 10) connectedtogether by a pipe 260 concentrically encircling pipe 252 for freerelative movement therebetween. End frame 256 has a plate section 262having an aperture 264 (FIG. 10) coincident with the inside diameter ofpipe 260, through which aperture the pipe 252 freely passes.

Three pairs of tabs 266, 268 and 270 welded to the plate 262 and to thepipe 260 provide support for shafts 272, 274 and 276 carrying bearingmounted rollers 278, 280 and 282, respectively, spaced 120 apart andwhich project through slots 284, 286 and 288, respectively, cut in pipe260, whereby the rollers will roll and guide on and along the pipe 252.Shafts 272, 274 and 276 are eccentrically mounted so that the rollerwheels can be easily adjusted for proper alignment and bearing on thesteel pipe 252 by means of a handle as at 290. Guide rail 220 is rigidlysecured to plate 262 by welding the bottom flange of the guide railthrough spacers 292 and 294 to tabs 296 and 298 that are integral with(as by welding) to plate 262.

End frame 258 is structurally the mirror image of end frame 256 and issecured to the opposite end of pipe 260 which end is also slotted toallow the three rollers on frame 258 to engage and ride on pipe 252.Guide rail 218 is secured to the frame 258 in the same manner that guidebeam 220 is secured to the frame 256.

Guide rails 218 and 220 are rigidly secured to the movable cross tie 224in the same way that they are secured to the movable cross-tie 222. Ashereinbefore stated, the members 222 and 224 are alike except forlength. Thus cross-tie 224 is also equipped with rollers which ride onand guide along pipe 254. The roller mounted assemblies at opposite endsof guide beams 218 and 220 effect longitudinal and vertical alignment,provide lateral stability to the guide beam structure to insure movementalong the chosen course of the switch, and provide a highly mechanicallyefficient rolling motion for both powered and manual operation andpositioning.

The tops of guide beams 218 and 220 are below the track sections 202 and204 to allow guide rail 218 to tuck or pass under the cantileveredportion of the section 202 when moved to the position of FIG. 4, and toallow guide rail 220 to pass under the cantilevered portion of section204 when moved to the position of FIG. 3.

As seen in FIG. 6, an electric cylinder motor 300 is trunnion-mounted oncross members 302 and 304 attached to the beams 213 and 214. A twodegrees of movement (freedom) trunnion mounting is indicated at 306. Anelectric cylinder motor translates reversible rotary movement of a rotormember to reversible linear movement of an output rod, which for motor300 is indicated at 308. It is the functional equivalent of a fluidcylinder and piston combination for providing linear motion. Motor 300is supplied with electric power from a source not shown through inputline 312 and a control 314 including on-off and reversing switches.

The end of rod 308 is secured to the yoke portion of the U- member 250,preferably through a firm but resilient connection 310 to avoid shock.The attachment of rod 308 to the U- shaped member 250 is such that themember 250 will be constrained to follow the linear movement of the rodin one or the opposite direction depending on the motor directionselected. Since the U-member 250 is rigidly fastened (as by welding) toguide beams 218 and 220, these beams will move with the U- member. Themovement of guide rails 218 and 220 will of course be on and guided bythe ways 252 and 254 as hereinbefore described. The motor rod 308 iscapable of sufficient travel to move the guide rails to either of thetwo switching positions of FIGS. 3 and 4. The position of FIG. 3 is thesame as the position of FIG. 6.

In either of the switching positions, the transfer mechanism is lockedby locking pins 316 and 318 (FIGS. 6 and 9) driven into indexingapertures 321 and 320 in pipes 252 and 254 respectively. For thetransfer position of FIG. 6, the index apertures 321 and 320 in pipes252 and 254 are in line with and occupied by the pins 316 and 318,respectively, in their disposition shown in FIG. 6. These apertures arevisible in FIG. 6 only in dotted, however the aperture aligned with pin318 is clearly seen in FIG. 9 at 320 and is shown as a hardened pocketinsert 323 in an aperture in pipe 254. For locking in the position ofFIG. 4, the index apertures for pins 316 and 318 are shown at 322. and324 in pipes 252 and 254, respectively. In FIG. 9, pipe 325 correspondsto pipe 260 at the other end of the guide rail assembly.

Although the locking pins 316 and 318 may be driven manually, motordriven operation is provided by connecting the pins through a releasableconnection to the output rod of an electric cylinder motor. Morespecifically, pin 316 is connected through a releasable coupling 326 tothe output rod 328 of a reversible electric cylinder motor 330,trunnionmounted between the horizontal plates 332 and 334 (FIGS. 6 and7) of an integral frame 336 having side plates 338 and 340 welded to thepipe 260. While most of the details of the locking pin motor andmounting therefor are best seen in FIGS. 6 and 7, the shape of the sideplates 338 and 340 of the frame 336 is best seen in FIG. 8 where sideplate 340 is shown in full and frame 258 in phantom. Power is suppliedto the motor 330 from a source not shown through an electric line 342and a control system 344 including on/off switches and reversingswitches.

In like manner, pin 318 is connected through a releasable coupling tothe output rod of an electric cylinder motor 346 trunnion mounted on aframe 348 that is welded to the movable cross-tie 224. Electric power issupplied to the motor 346 through a line 350 and a control circuit 352including on/off and reversing switches.

It may be noted at this point that the resilient coupling 310 betweenthe motor drive rod 308 and the U-member 250, not only prevents impactloading of the basic structure but also permits the locking pins 316 and318 to engage with minimum axial resistance. The locking of the guiderail transfer mechanism serves a dual purpose. It provides the supportto the guide rails necessary because of the guiding of the vehicle aswell as provides the absolute alignment necessary to execute a smoothtransition of the equipment from the switching guide rail members to oneor the other of roadways R2 and R3.

The unlocking, the moving of the transfer mechanism from one to theother position, and the locking may be accomplished entirely manually ifdesired. For example, starting with the position shown in FIGS. 3 and 6,the pins 316 and 318 may be retracted manually by disconnecting the pinsfrom their respective motor drive rods and then simply retracting thepins by hand. After which the motor 300 may be manually cranked by acrank 354 which turns the motor rotor to drive the motor output rod 308in the proper direction to move the guide rails 218 and 220 until theyreach the position as in FIG. 4 where the locking pins 316 and 318 willbe in alignment with the apertures 322 and 32A in the pipes 252 and 254.At this point the pins may be inserted manually into locking position.Of course, the pins 316 and 318 may be retracted and inserted bymanually cranking the motors 330 and 346 by means of cranks 356 and 358.Certainly easier, the pins 316 and 318 may be inserted and retracted byapplying electric power to the motors 330 and 346 for the desireddirection of travel. Likewise, electric power for desired direction oftravel may be applied to motor 300 to drive the guide rails 218 and 220in the desired direction.

The system may be made automatic for example by use of controls as inFIG. 11. In this figure, the pins 316 and 318 are shown in the insertedor locked position. Associated with pin 316, are limit switches L1, L2,L3 and L4. Likewise, associated with locking pin 318 are limit switchesL1, L2, L3 and L4. The system of FIG. 11 also includes limit switchesL5, L6, L7 and L8 which are also shown in their actual fixed locationsin FIG. 6, such that limit switches L5 and L6 are tripped by guide rail218 when it reaches the position of FIG. 4, and limit switches L7 and L8are tripped by guide rail 220 when it reaches the position of FIGS. 6and 3. The system of FIG. 11 also includes a control and power circuit360 tied in for example with automatic roadway control system.

To make a change in alignment from the alignment position of FIG. 6 tothe position of FIG. 4, assuming locking pin 316 and 318 are locked inplace, the switching operation begins with a command from the automatictrain controls for the switching alignment to change. The control system360 transmits an unlock command signal along the line 362 through limitswitches L4 and L4 to motors 330 and 346. These motors withdraw thelocking pins 316 and 318 until the pins engage and trip open limitswitches L4 and L4 to shut off the power to motors 330 and 346 and alsoto send a verification signal along lines U to the control circuit 360.This full stroke of the actual withdrawal of the locking pins isverified by the limit switches L3 and L3 which are tripped closed whenthe locking pins are fully withdrawn.

The closing of limit switches L3 and L3 closes a power circuit to motor300 along lines 364, 366, 368, and through the reversing switch '370through limit switch L5 and into the motor 300. Motor 300 then drivesthe guide rails 218 and 220 to the position of FIG. 4 in which positionguide rail 218 strike 40 limit switches L5 and L6 to open switch L5 andclose switch L6. The motor circuit 300 is thus opened, and switch L6transmits a signal along line X to the control circuit 360 notifying thecontrol circuit that the guide beams have arrived in alignment withroadway R3. It should be noted that in the meantime the reversing switch370 had been set to provide output through L5 by signals along line 372from the control circuit 360. In response to the signal on line X, thecontrol circuit 360 sends a lock signal along line 374 through limitswitches L1 and L1 to the motors 330 and 346 which drive the lockingpins 316 and 318 into the apertures 322 and 324 until the limit switchesLI and L1 are tripped open to turn the motor power off.

In the meantime, the control circuit 360 has sent a selection signalalong line 2 to a selector switch 376 to select current rails 232. Whenthe locking pins 316 and 318 are in the locked position, they trip limitswitches L2 and L2 closed to close the power circuit from a source ofpower 378 through the selector switch 376 to the current rails 232. Itshould be understood that the circuit FIG. 1 l is only for illustrationand that where power circuits are involved, intervening relays would beused between the limit switches and power circuits.

To change the switch alignment from the position of FIG. 4 back to theposition of FIG. 3 (from roadway R3 to roadway R2), the above describedprocedure is generally repeated except that instead of limit switch L5,the selection signal 372 causes the reversing switch 370 to connect toswitch L7, and a signal is applied along line Z to cause the selector376 to select current rail 228.

When the position of FIG. 3 is reached, limit switches L7 is tripped toopen the motor 300 circuit, and limit switch L8 is tripped closed tosend a signal along Y to the control circuit 360 signifying that themove has been completed. In response, the control circuit 360 transmitsa lock signal along line 374.

It should be'understood that vehicles may travel in either directionthrough the switch in each of the two selectable positions of theswitch.

In the arrangement shown the straight section of the switch 5 may benegotiated by the vehicle at maximum speed, the maximum speed of thecurved section being determined not by the switch, but by the radius ofcurvature of the roadway with the speed limited only to obtain thedesired passenger comfort.

The switching apparatus disclosed herein may be adapted to a broad rangeof turnout radii extending at least as low as 25 feet; in a sense thereal limitation is the turning radius of the vehicle.

It should be understood that the herein described arrangements aresimply illustrative of the principles of the invention, and that otherembodiments and applications are within the spirit and scope of theinvention.

I claim:

1. In a transportation system having at least first, second and thirdroadways, the second and third roadways diverging at least initiallyfrom each other, the longitudinal axis of each of the second and thirdroadways merging with the longitudinal axis of the first roadway at acommon point, each roadway having a pair of laterally spaced tracks anda guide rail therebetween, the guide rail of the first roadwayterminating in a free end at said point, each guide rail havingoppositely facing vertical guide surfaces along the length of the rail,and wherein the laterally spaced, resilient-tired riding wheels of avehicle are held substantially to fixed lines of travel on the spacedtracks of a roadway by cooperative engagement of first and secondrotatable guide means of the vehicle with the opposite vertical guidesurfaces of the guide rail of the roadway, said first and secondrotatable guide means being respectively mounted on laterally spacedfirst and second supports depending from the under carriage of thevehicle on opposite sides of the guide rail, switching means forselectively routing a vehicle along predetermined courses between thefirst roadway and either of the second and third roadways, saidswitching means comprising:

A. first and second guide rail sections, the first in end-to-endrelation with the guide rail of the second roadway and terminating in afree end short of said common point, and the second in end-to-endrelation with the guide rail of the third roadway and terminating in afree end short of said common point, whereby there are longitudinal gapsbetween the free end of the guide rail of the first roadway on the onehand and the free ends of the first and second guide rail sections onthe other hand,

B. guide rail transfer means selectively operable in mutually exclusivefirst and second positions, the first position providing guide railcontinuity between the free end of the guide rail of the first roadwayand the free end of the first guide rail section, the second positionproviding guide rail continuity between the free end of the guide railof the first roadway and the free end of the second guide rail section;and

C. frog means comprising elements providing running surfaces for vehicleriding wheels along the lines of travel of said wheels in vehiclemovement between the first roadway and the second roadway and betweenthe first roadway and the third roadway as dictated by the guide railsfor the respective courses, said running surfaces being coplanar withsaid tracks, first and second of said running surfaces being supportedby said first and second guide rail sections, others of said runningsurfaces being disposed to provide surfaces on opposite sides of each ofsaid first and second running surfaces and laterally spaced therefrom toprovide slots for the supports of said rotatable guide means to threadthrough, said slots being wide enough to provide clearance for saidsupports but narrow enough to provide substantial interface between thevehicle riding wheels and said running surfaces at any point of travelover said slots.

2. The combination as in claim 1 wherein said frog means includes tracksections in endto-end relation with tracks of the second and thirdroadways for providing said other running surfaces.

3. The combination as in claim 2 wherein said track sections havelateral extensions which provide running surfaces included in said otherrunning surfaces.

4. The combination as in claim 3 wherein at least said lateralextensions are made of structural plate to allow room for said rotatableguide means to pass thereunder.

5. The combination as in claim 1 wherein said guide rail transfer meanscomprises rigidly connected third and fourth laterally spaced guide railsections transversely movable between first and second mutuallyexclusive positions, in the first position the third guide rail sectionbridging the gap between the guide rail of the first roadway and thefirst guide rail section, in the second position the fourth guide railsection bridging the gap between the the guide rail of the first roadwayand the second guide rail section.

6. The combination as in claim 5 wherein said third and fourth guiderail sections are lockable in said first and second positions.

7. The combination as in claim 5 wherein there is motor means for movingsaid third and fourth guide rail sections laterally.

8. The combination as in claim 6 which includes motor driven lockingmeans for locking said third and fourth guide rail sections in saidfirst and second positions.

9. The combination as in claim 5 wherein current rails are attached tosaid first, second, third and fourth guide rails for supplying electricpower to vehicles passing through the switching means.

t k k

1. In a transportation system having at least first, second and thirdroadways, the second and third roadways diverging at least initiallyfrom each other, the longitudinal axis of each of the second and thirdroadways merging with the longitudinal axis of the first roadway at acommon point, each roadway having a pair of laterally spaced tracks anda guide rail therebetween, the guide rail of the first roadwayterminating in a free end at said point, each guide rail havingoppositely facing vertical guide surfaces along the length of the rail,and wherein the laterally spaced, resilient-tired riding wheels of avehicle are held substantially to fixed lines of travel on the spacedtracks of a roadway by cooperative engagement of first and secondrotatable guide means of the vehicle with the opposite vertical guidesurfaces of the guide rail of the roadway, said first and secondrotatable guide means being respectively mounted on laterally spacedfirst and second supports depending from the under carriage of thevehicle on opposite sides of the guide rail, switching means forselectively routing a vehicle along predetermined courses between thefirst roadway and either of the second and third roadways, saidswitching means comprising: A. first and second guide rail sections, thefirst in end-to-end relation with the guide rail of the second roadwayand terminating in a free end short of said common point, and the secondin end-to-end relation with the guide rail of the third roadway andterminating in a free end short of said common point, whereby there arelongitudinal gaps between the free end of the guide rail of the firstroadway on the one hand and the free ends of the first and second guiderail sections on the other hand, B. guide rail transfer meansselectively operable in mutually exclusive first and second positions,the first position providing guide rail continuity between the free endof the guide rail of the first roadway and the free end of the firstguide rail section, the second position providing guide rail continuitybetween the free end of the guide rail of the first roadway and the freeend of the second guide rail section; and C. frog means comprisingelements providing running surfaces for vehicle riding wheels along thelines of travel of said wheels in vehicle movement between the firstroadway and the second roadway and between the first roadway and thethird roadway as dictated by the guide rails for the respective courses,said running surfaces being coplanar with said tracks, first and secondof said running surfaces being supported by said first and second guiderail sections, others of said running surfaces being disposed to providesurfaces on opposite sides of each of said first and second runningsurfaces and laterally spaced therefrom to provide slots for thesupports of said rotatable guide means to thread through, said slotsbeing wide enough to provide clearance for said supports but narrowenough to provide substantial interface between the vehicle ridingwheels and said running surfaces at any point of travel over said slots.2. The combination as in claim 1 wherein said frog means includes tracksections in end-to-end relation with tracks of the second and thirdroadways for providing said other running surfaces.
 3. The combinationas in claim 2 wherein said track sections have lateral extensions whichprovide running surfaces included in said other running surfaces.
 4. Thecombination as in claim 3 wherein at least said lateral extensions aremade of structural plate to allow room for said rotatable guide means topass thereunder.
 5. The combination as in claim 1 wherein said guiderail transfer means comprises rigidly connected third and fourthlaterally spaced guide rail sections transversely movable betweEn firstand second mutually exclusive positions, in the first position the thirdguide rail section bridging the gap between the guide rail of the firstroadway and the first guide rail section, in the second position thefourth guide rail section bridging the gap between the the guide rail ofthe first roadway and the second guide rail section.
 6. The combinationas in claim 5 wherein said third and fourth guide rail sections arelockable in said first and second positions.
 7. The combination as inclaim 5 wherein there is motor means for moving said third and fourthguide rail sections laterally.
 8. The combination as in claim 6 whichincludes motor driven locking means for locking said third and fourthguide rail sections in said first and second positions.
 9. Thecombination as in claim 5 wherein current rails are attached to saidfirst, second, third and fourth guide rails for supplying electric powerto vehicles passing through the switching means.